TM 1-1510-225-108-26altitudes up to 10,000 feet. During hot weatheroperations, the principal difficulties encountered arehigh turbine gas temperatures (ITT) during enginestarting, overheating of brakes, and longer takeoff andlanding rolls due to the higher density altitudes. Inareas where high humidity is encountered, electricalequipment (such as communication equipment andinstruments) will be subject to malfunction bycorrosion, fungi, and moisture absorption bynonmetallic materials.a. Preparation for Flight.Check the positionof the aircraft in relation to other aircraft. Propellersand blast can damage closely parked aircraft. Checkthat the landing gear shock struts are free of dust andsand. Check the instrument panel and general interiorfor dust and sand accumulation. Open main entrancedoor and cockpit vent storm windows to ventilate theaircraft.CAUTIONN1speeds of 70% or higher may berequired to keep oil temperatures withinlimits.b. Engine Starting.Use normal procedures inSection II. Engine starting under conditions of highambient temperatures may produce a higher thannormal ITT during the start. The ITT should be closelymonitored when the condition lever is moved to theLOW IDLEposition. If overtemperature tendenciesare encountered, the condition lever should be movedtoIDLE CUTOFFposition periodically duringacceleration of gas generator RPM(N1).Be preparedto abort the start before temperature limitations areexceeded.c. Before Taxiing and engine Run Up.Usenormal procedures in Section II. To minimize thepossibility of damage to the engines duringdusty/sandy conditions, activate ice vanes if thetemperature is below +15 °C.d. Taxiing.Use normal procedures in SectionII. When practical, avoid taxiing over sandy terrain tominimize propeller damage and engine deteriorationthat results from impingement of sand and gravel.During hot weather operation, use minimum brakingaction to prevent brake overheating.e. Takeoff.Use normal procedures in SectionII. Avoid taking off in the wake of another aircraft if therunway surface is sandy or dusty.f. During Flight.Use normal procedures inSection II.g. Descent.Use normal procedures inSection II.h. Landing.Use normal procedures inSection II.i. Engine Shutdown.Use normal proceduresin Section II.CAUTIONDuring hot weather, if fuel tanks arecompletely filled, fuel expansion may causeoverflow, thereby creating a fire hazard.j. Before Leaving Aircraft.Use normalprocedures in Section II. Take extreme care toprevent sand or dust from entering the fuel and oilsystem during servicing. During hot weather, releasethe brakes immediately after installing wheel chocks toprevent brake disc warpage.8-58. TURBULENCE AND THUNDERSTORMOPERATION.CAUTIONDue to the comparatively light wingloading, control in severe turbulence andthunderstorms is critical. Since turbulenceimposes heavy loads on the aircraftstructure, make all necessary changes inaircraft attitude with the least amount ofcontrol pressures to avoid excessive loadson the aircraft structure.Thunderstorms and areas of severe turbulenceshould be avoided. If such areas are to be penetrated,it will be necessary to counter rapid changes in attitudeand accept major indicated altitude variations.Penetration should be at an altitude that providesadequate maneuvering margins as a loss or gain ofseveral thousand feet of altitude may be expected.The recommended penetration speed in severeturbulence is 170 KIAS. Pitch attitude and constantpower settings are vital to proper flight technique.Establish recommended penetration speed and properattitude prior to entering turbulent air to minimize mostdifficulties. False indications by the pressureinstruments due to barometric pressure variationswithin the storm make the instruments unreliable.Maintaining a pre-established attitude will result in afairly constant airspeed. Turn cockpit and cabin lightson to minimize the blinding effects of lightning. Do notuse autopilot altitude hold. Maintain constant powersettings and pitch attitude regardless of airspeed oraltitude indications. Concentrate on maintaining a levelattitude by reference to the flight director/attitude